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(No ModeL) 2 Sheets-Sheet 1.

W. TURNER; MOMENTUM GARBEAKB.

No. 268,755. Patented Dec. $1882;

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- WITNESSES INVENTD V'ATTCIRNEYY -(No Model.) 2'Sheets-Sheet 2.

w. TURNER. MOMENTUM OAR BRAKE. No. 268,755. Patented Deo. 5, 1882.

7 529.5 WITNESSES JNVENTEIR \fiw l ATTEHRNEY N. PETERS. Fllolo-Lilhugmphun waihin mnpn toward the wheels is utilized to disengage thet brake when the car is standing stilland to app UNITED STATES PATENT FFIQE.

Y'VILLIAM B. TURNER, OF NEW YORK, N; Y.

MOM E'NTFUM CAR-BRAK E.

SPECIFICATIQN forming part of Letters Patent No. 268,755, dated December 5, 1882.

.Applicalion filed June 28, 1882. (No model.)

To all whom it may concern Be it known that I, WILLIAM B. TURNER, a citizen of the United States of North America, and a residentof the city, county, and State of New York, have invented a new and useful Improvement in Momentum Oar-brakes, of which the following is a specification.

This invention relates to mechanism adapted to efiecttheapplication of car-brakes by means of the draw-bar or its equivalent; and its 'object is to provide a brake that will operate with the cars running in either direction and at any rate of speed, and by the extension as well as the compression of the draw'bar.

The invention consists ofan arrangement of levers, movable fulcra, and other devices con-' nected with the draw-barand brakebeams, so that they may be operated by the movements of said bar in either direction to apply the brake-shoes to the wheels, which levers, fulcra, and other, devices are so constructed and arranged that the movement of the brake-beams ply the brake when the car is moving, allof which will be hereinafter fullydescribed.

Figure. l is an enlarged 'view of certain details of the brake mechanism. Fig. 2 is asectional side elevation of a car-truck, showing the brake mechanism partly in section. Fig. 3 is a sectional sideelevation of a car-truck,

showing the brake mechanism partly in sec-- tion from the opposite side. Fig. 4 is an endelevation of a car-truck, showing the brake mechanism in section on line m .70, Fig. 2. Fig. 5 is a plan of the reverse of certain parts of the brake mechanism applied to a car-truck. Fig. 6is an enlarged side elevation of the chaincarrier.

Similar letters of reference indicate corre sponding parts;

Secured on the inner end of the draw-head, A, is a transverse lever, A, one end of which is pivoted ata on the car;frame, while theother end is free to move, in the guide A which is also secured on the car-frame.

In a fixed guide-block, B, is the verticallymovable channeled block B, containing aslidin g chain-carrier block, B provided on its lower sid'e'with a rectangular tooth or cog, b, with which at times in t-he operation of the brake the free end of thelever A is designed to come in contact. This channeled block B is held in place within the guide 13 by means of a bell-crank, O, which is connected with its top by rod 9, and is pivoted in a fixed block, 0

-lever, E, and as said chain B passes over a sheave, d, it is evident thatthe end of the-lever E to which saidchain is attached will be pulled in oneand the same direction by the horizontal movement ofthe carrier B whether the latter be moved rearwardor forward. The brake-levers E E are respectively pivoted in lugsf, that project fromthe brake-beams F F, on which are brake-shoes F and their short arms are connected by a chain or rod, 9, while the long arm of the leverE is connected by a chain, 9 to the brake-staff G, so that in order to set the automatic brake correctly the handbrake staffG may be wound up until the brakeshoes are applied to the wheels, and then may be slackened off sufficiently to remove said shoes a short distance from the wheels.

A pitman, H, having one endattached to the forward brake-beam, F, extends rearward, and has pivoted on its free end an elbow-lever, E, that is held upward against the suspension-block I by chains h, which pass over the arm K, thatis rigidly attached to the car-frame. The rear end of this suspension-block I is held in position, so that it may be vertically moved, by a clamp or staple, i, and a spring, 6, while in the fork of the forward end of saidblock I is pivoted the segmental rocking fulcrum L,

whose upper curved edge normally is held nearly in contact with the front car-axle, M. A link, 0, connects this rocking fulcrumL with the beIl-crauklever P, that is pivoted in the front of the forked supporting-arm K, and has its forward end held movably in place by a spiral spring, k, while its rear trebly-toothed end is entered between the prongs of the forked lever D.

the engiuepushingfrom the opposite end,or the end opposite to that to which the brake mech-' anism is attached,itfollows that the car-wheels will move before the draw-head moves, and

that when the draw-head A makes contact with another draw-head the former will be pushed in, and thereby push the lever A in contact with the tooth or cog b of the chaincarrier B and force the latter rearward, thereby causing the chain B to move the brakelevers E E, by which the brakebeams F F are advanced toward'the car-wheels R, which motion of the beams F 'F" throughthe' pitman H and elbowleverH raises the suspension-block I, whereby'the rocking fulcrum L is brought in cont'actwith the axle M as the latter revolves The continued forward rotation of the axle M -at'oncevthrows the fulcrum L off into the po- :sition shown in dotted lines, "Figs. 2 and 3, and inassuming this position the said'fulcrum L,

zthrough'the medium of'the link 0, moves the of the latter is raised above the stop 0 of the fulcrum-lever P, so thatthe central tooth, c

leverD and no longerserves as a fulcrum for said lever D. At the same time the pitman "Elflsin'oving inward with the pitman H, operates the lever Q to advance the lower end of (the lever Dand bring the stop cin contact with "the lower tooth, c ,0f the lever'P, which tooth fc then becomes the fulcrum for the said lever D. *At thesametime, by the action of the jpi'tinan :H and leverQ, the upper end of the -l'ever-D is'carrie'd forward and operates, through the medium of the rod (3 on the bell-crank O .to'icause the latter to raise the channeled block B and th'e chain-carrierB so that the cog b of the latter is lifted above the plane of mot-ion of the lever A, thereby permitting the farther rearward motion of saidlever A without en- ;ga'ging the b'rakes,aud consequently permititil] g the further backin g of the car without the fautomatic application of the brakes. All this .isaccomplished-before the brake-shoes come inj'contact with the car-wheels.

Tlf an enginebe backed up against that end 'of the car to which the break mechanism is attached, it come'sfirst in contact with the draw-head A, and, pushing the latter in, thereby forces the lever A in contact with the cog b of the carrier B and moves the latter rearward, which rearward motion of the'carrier B causes the chain B to move therbrake-levers E E, by which the brake-beams F F are advanced toward the wheels, which motion of the brake-beams F F, through the pitman H and elbow-lever H, raises the suspension-- 6 5 block 'I, whereby the rocking fulcrum L is brought in contact with the axle M. The car,

however, being still stationary, the rocking fulcrum L remains also stationary, and by its link attachment 0 with the lever P causes the central tooth, c ,of the latter to be held in position against the stop 0 of the lever D, and to serve as a fulcrum therefor; and the farther rearward movement of the draw-head Acauses the upper end of the leverD to move forward, and through the medium of the rod 0 and crank O to raise the carrier B so that its cog b is lifted above the plane of motion of the lever A, thereby permitting the farther rearward motion of the said lever A without en gaging the brakes. When the car is in motion, whether pushed or pulled by the engine, the slowing of the lattercauses the compression or extension of the draw-bar A, as the case may be, whereby, as hereinbefore explained, the fulcrum L is pressed against the axle M. The rotation of said axleM then at once throws off the said fulcrum L rearward or forward, as indicated in dotted lines, Fig. 2, which movement of the fulcrum L, transmitted through the-link O, throws the lever P entirely free from the leverstop a, as indicated in dotted lines, Fig. 1, so that the lower end of said lever D has no longer any fulcrum to-work' against, and consequently becomes inoperative for disengaging the brakes, for, being deprived of a fulcrum for its lower end, its upper end cannot be moved forward by the action of'the lever Q, and hence cannot lift the carrier B sothat the cog b of the latter shall be on a higher plane than the lever A. .Hence the said carrier B being held down in its normal position by the springs 0, that bear on the channeled block B, presents its cog b tothe lever A as the latter is forced rearward or forward, as the case may be, and is thereby itself moved rearbrake-beams, when the car is in motion, operates, through movable fulcra, to apply the brakes. I In other words, when the wheels are stationary the movement of the brake-beams toward them causes the rocking fulcrum L to operate as a fulcrum, and hold the lever? in position to serve as a fulcrum for the lower end of the lever D, so that the carrier B may be raised above the-draw-bar lever Aand the brake be disengaged or its application prevented; but when the wheels rotate the rockin g fulcrum L is, by the approach of the brakebeams toward the wheels, brought against the wheel'axle and thrown off by the rotation of said axle in such a position that it no longer acts as a fulcrum itself, and at the same time prevents the lever P from operatlng 'asa fulcrum for the brake-disengaginglever-D. Hence ward or forward, causing thechainB through said lever D becomes inoperative, and the brakes can be set.

This improved device can be made to operate as a sin gle-actin g brake only and by compression of the draw-head by constructing the rear of the cog b on a slope or incline, as indicated by dotted lines at s, Fig. 6. In such case the extension of the draw-head would draw the draw-bar lever A over and past the cog b without moving the chain-carrier and its attachments.

Having thus described my invention, I claim as new and desire to secure by Letters Patent- 1. In a momentum car-brake, the combination, withthe brake-beam and wheel-axle, of suitable connecting-levers, and the movable fulcra-blocl; L and its operating mechanism, substantially as herein shown and described, whereby the movement of the brake-beam toward the wheels is made operative to disengage or prevent the application of the brake, as set forth.

2.111 a car-brake, the combination, with the brake-beams and attached connected brakelevers and lever-operating chains, of a chaincarrier arranged to move horizontally, and a chain carrier guide consisting of a channeled block having a vertical movement in a fixed guide-block, substantially as described.

3. In a car-brake, the combination, with the brake-beams provided with shoes and having attached connected brake-levers and lever-operatin g chain, of a chain-carrier reciprocating in a channeled guide-block adapted to be moved horizontally for applying the brakes and verticall y to prevent the application or to release the brakes, substantially as herein shown and described.

4. In a car-brake, the combination, with a chain-carrier having a horizontal motion, a vertically-moving channeled guide-block, and its elevating and depressing mechanism supporting the chain that operates the brake-levers, of a draw-bar provided with a lever for moving said carrier, substantially as set forth. 5. In a car-brake, as a means for vertically moving the chain-carrier to prevent the application of the brake or to release the same, the combination, with the carrier and brake-beam,

substantially as herein shown and described, of pitmen H H, levers Q D, rods G g, and bell-crank U, as set forth.

6. In a momentum car-brake, the combination, with the rocking fulcrum L, of the drawhead and lever A A, movable toothed chaincarrier B chain B connected brake-levers E E, brake-beams F F, pitman H, elbow-lever H,and suspension-block I, substantially 'as herein shown and described, whereby said rocking fulcrum is brought in contact with the caraxle by the movement of the brake-beams toward the car-wheels, as set forth.

7. In amomentum car-brake, the combina-. tion, with the rocking fulcrum L, lever D, provided with stop 0, and toothed lever P, of the link 0, substantially as herein shown and described, whereby the lever P is moved so as to deprive the lever D of a fulcrum, as set forth.

8. In a' car-brake, the combination, with the V draw-bar, brake-beams, and their connected and connecting mechanisms, of two rocking or movable fulcra linked together, substantially as herein shown and described, whereby the rotation of the car-axle operates, through suitable devices, to set the brake mechanism in operative condition, as set forth.

9. In a car-brake,the combination,with the lever and its attached mechanisms for raising and lowering the chain-carrier, of a movable fulcrum, substantially as herein shown and described, whereby said lever may be rendered operative or inoperative, as set forth.

10. In a momentum car-brake provided with a rocking fulcrum adapted to be thrown out of contact with the car-axle by the rotation thereof, the combination, with said fulcrum, of a supporting suspension-block and suitable devices for moving either end thereof vertically, substantially as herein shown and described.

In testimony that I claim the foregoing as my invention I have signed my name, in pres ence of two witnesses, this 24th day of June, 1882.

W. B. TURNER.

Witnesses:

JACOB J. STORER, J. H. VAN PIPER. 

